Railway traffic controlling apparatus



` June 11, 1940. H.. L. LUDWIG RAILWAY TRAFFIC COIATROLLING APPARATUSFiled uy 26, 193s 6 Sheets-Sheet l June 1l, '1940. H L LUDWIG RAILWAYTRAFFIC coNTRoLLING APPARATUS Filed May 26, 1938 6 Sheets-Sheet 2INVENTOR Haro/d HIS Jun'e l1, 1940. H. L. LUDWIG RAILWAY` TRAFFICGONTROLLING APPARATUS 6 Sheets-Sheet 5 ATTORNEY HIS RMVWNR Filed lay 26,1958` June 1l, 1940. H. L. LUDWIG l RAILWAY TRAFFIC CONTROLLINGAPPARATUS Filed May 26, 1938 6 Sheets-Sheet 4 MANNEN EL A S\ Nm-A All Tk.AANA A G Awwm 15m@ IN AN June 11, 1940. H L, LUDWIG RAlLWAY TRAFFICCONTROLLING APPARATUS Filed lay 26, 1938 6 Sheets-Sheet 5 wMmw Ww @muvINVENTOR Harald Lada/g i HIS ATTOR N EY June Il, 1940. H, 1 LUDW|G Y2,203,916

RAILWAY TRAFFIC CONTROLLING APPARATUS 1ML @Y 5M N ng; 24.

HIS ATTORN EY lie Patented June 11,j 1940 PATENT ori-ICE RAILWAY TRAFFICUONTROLLING APPARATUS `tHarold L. Ludwig, Wilkinsburg, Pa., assignor tol The Union Switch c` Signal Company, Swissvale, Pa.,` a corporation ofPennsylvania i i ApplicationMay 26, 1338, Serial No. 210,235

` zo claims. (ol. stief-larry k My invention `relates `to `railwaytraliic con-` i trolling apparatus, and particularly to apparatus of.the type involving railway switches capable of arrangement to formvarious tralic routes,` and p signals for governing trafficmovementsover the routes.` i One feature of my invention is theprovision of means for arranging one or more main railway traic routesin an interlockingisystem, andof means responsive to traiiic conditionson the `trailing side of a switch oneach main route,

such, `for example, as occupancy by a train, for

`arranging said switchto establish a corresponding auxiliary orrun-around route for succeeding traffic movements. i i

The apparatus of my invention is an improvement over that disclosed Vinthe copending applications Serial No. 323,286,` filed December 3, 1928by Lester E. Spray for Multiple control appara-` tus; Serial No.416,061led December 23, 1929, by Howard. A. Thompson for Multiplecontrol ,alriparatum` Serial No. 561,422, filed September `5,

,1931,` by Lester E. Spray for Multiple control apparatus; SerialNo.118,609, ledDecernber 31,`

1936,1by John M. Pelikan for Railway trallic con- `trollingapparatus;and SerialNo. 201,740, filed April 13, 1938, by Henry S. Young forRailway trahie controlling apparatus.

I shall describe several forms of apparatus embodying my invention, andshall then point out lthe novel features thereof in claims.

In the accompanying drawings, Figs. 1 to 6, inclusive, are diagrammaticViews showing a p track layout with switches and signals, and sho-w-3Wing control means for arranging various main and auxiliary traflicroutes and for clearing the signals for the routes, in one form 0fapparatus embodying Inyinvention;` Fig, la is a diagram-` matic Viewshowing a modification of a portion of the apparatus shown inlig.` l;Fig. loa is a diagrammatic view showinga `modiiication of a portion 'ofthe` apparatus shown `in; Fig.` la;

Figs; `1A toi'A, inclusive, are diagrammatic views showingthesametracklayout as Figs. l to 6,`but

with a different signal adjacent switch 3, and withdifferent controlmeans, in another form` similar the various relays or other devices areidentiiied `by numberssuch numbers having distinguishing contact`@lV-ISE, shown in the circuit for magl net 3N in Fig. 6A, is identifiedby the number |55 separated by a dash from the prelix 3V which is thereference character for a ground lever by which this contact isoperated'.

Referring first to` Fig. 1, a `stretch of single adjoining a stretchofzdouble track railway on the"right. The lower rail of the single trackstretch, as shown in the drawing, and the lower rail of `each track inthe double track stretch are divided by insulated joints 8 `to formsections AIT, IT, 2T,1A6T, 6T, B'l'l, AlTand iT. A track transformer Thaving a primary winding track railway is shown at the left of thedrawing 9 and a secondary winding I0 is provided` for` each tracksection. The primary winding Sl of each `of these transformers isconstantly connected withthe terminals BX and CX of a suitable source ofcurrent, not shown in the drawings. The secondary vwinding I0 of atransformer T isco-nnected across the railsadjacent one end of eachtrack section, and a track relay, designated by the reference characterR with a preiix` comprising the reference character for the associatedtrack section, is connected across the rails adjacent the opposite endof eachsection.`

f slow release relay ITPR is controlled a front Contact of track relayITR.

A trackeswitch 3 is located at the junction. of the singlemtrack istretch with the double track stretch for directing traflic movementsfrom the single track stretch on. the facing side of this switch to theupper or lower track of the double track stretch` on the trailing sideof this` switch, las shown in the drawing, according as switch 3`occupies the normal position` in which itis shown, or occupies thereverse position. These two switch positions may also be termed rstandseconfclpositions. The upper and lower `tracks of the double trackstretch are interconnected by means of a crossover track having, at oneend, a power operated switch llklocated-` in. section A6T, and having,at the other end, a spring switch located in section 7T. The upper andlower tracks are also interconnected by a second crossover track having,at one end, a power operated switch 5 located in section AIT, andhaving, at theother end, a spring switch located in section 6T.

It will be seen` that with the track layout shown, a plurality of routesis provided having a common route endin the single-,track stretch.

Each of the switches 3, I and 5 is operated, by a -znechanism controlledby three magnetsl designated by the reference characters L, N and R' andi3, controls a polarized indication relay designated by the referencecharacter WFR with a prex corresponding to the number oi its switch.Relay EWPR, for example, is controlled by circuit controller RL forswitch 3.

A signal designated by the number I is located `adjacent the adjoiningends of sections AIT and IT, and a second signal designated by thenumber is located adjacent the adjoining ends of sections IT and 2T forgoverning traffic movements on the single track stretch toward thedouble track stretch. Lamps- G of these signals are fortrafiic'mcveinents to section 6T, and lamps Y are for traliic movementsto section 1T.

vA third signal Ii governs trafilc movements on the upper track of thedouble track stretch, and a fourth signal l' governs trafl'ic movementson'the lower track of the double track stretch. As shown in thedrawings, each of the signals: I, 2,

l and ,l may be of the color light type, each of signals l and 2 havinga green lamp G, a yellow lamp Y, and a red lamp R, while signal t has agreen lamp G anda red lamp R, and signal 'I has a yellow lamp Y and ared lamp R.

Operation of the switchesand signals is controlled by a timing deviceorv mechanism M having a rotor I 6 which is set into-operation by anapproaching train entering section AIT. Rotor I6 is equipped with acontact finger or member- It which, as shown in the drawing, is inengagement with a contact segmentIS. Rotor It also has additionalContact segmentsZll, AZI and 22. Y

Rotor l5, upon being set into operation, rotates in a direction which Ishall assume to be'as shown by the arrow, and similarly rotates itscontact segments IB, 22, 2li and 2 I, thereby bring- `ing these segmentssuccessively, in the order named, into engagement with the contact ngerI8. Lamp'G ofV signal I will be lighted while linger It is in engagementwith segment I9; lamp R will be lighted while linger I8 is in enngagement withsegmen't 22;.1amp Y will `be lighted while ringer lliengages segment 20; red lamp R will again be lighted -whenA finger I8engages segment 2l; and then thisk cycle of operation will begin againWith the lightingof lamp G when meer i8 again nsaeessegmenw- If a car or train enters section IT while lamp G of signal I is lighted, a relayvIGPR becomes energized, and if a car or train enters section IT whilelamp Y is lighted, a second relay IYPR will become energized,

Assuming, for example, that the traiiic on the single and double tracklstretches shown consists of electric cars orr trains, if a car or.train is to proceedv from the rear of signal I to section 6T, themotorman` will operate his car or train so that it will enter section ITin advance of signal Iwhile lamp G of signal I is lighted, but if thecar or train is to proceed to section 7T, the Inotorman will operate itso that it will enter section IT while lamp Y of signal I is'lighted. Assoon as the car or train enters section IT, relay I TR will becomedeenergized, causing relay IGPR or relay IYPR to become energized and toremain energized according as the car or train enters section IT whilelamp G or lamp Y of signal I is lighted. l

Fig. la showsl an arrangement for controlling the energization of relaysIYPR and IGPRmanually by push button circuit controllers IG, IY and IGYyinstead of by the movement of a car or train into section IT as in Fig.l. Fig. laa shows a modification of the Yarrangenfient shown in Fig. la,if a lever or switch IV is used instead of the push button circuitcontrollers IG and IY shown in Fig. la for controlling relays IYPR andIGPR. With the arrangement of the apparatus for controlling relaysA IGPRand IYPR as shown in Figs. la and lua., the lighting circuits for signalI will be as shown in Fig. la instead vof as shown in Fig. l.

Fig 2 shows route relays for controlling operation of the switches.provided for a main traffic route toA section 6T over switches 3 and 4normal. Av secondr route.

relay is provided for an auxiliary-trahie route associated with thismain traflic route, to section 6T over switches 3 and 5 reversed. Athird route relay is provided for a V,second main traffic route tosection TT over switch 3 reversed and 5 norvmal. A fourth route relay isrprovidedfor a second auxiliary traffic route associated with Vthesecond main traffic route, tosection'` IT over switch 3 normal andswitch 4 reversed.; The route relays are controlled, inpart, by

relays IGPR and IYPR. Hence, when relay a' One such route relay is,

IGPR or relay IYPR becomes energized due to a train entering section IT,a corresponding'route relay will become energized for arranging theswitches in the positions necessary for a corresponding route.

In Fig. 3, circuits are shown .for twol slow pickv up time elementrelays ATE and MTE. Energization of either of these relaysis caused byLa car or train which has proceeded beyond or in advance oi switch 3 andoccupies section BIT or AST on the trailing side of this switch.

if a first car or train occupies section B'IT or section AST long enoughfor relay ATE or MTE, respectively, to pick up, a route relay for acorresponding auxiliary route will become energized,

and a second car or train having thesame destination as the first car ortrain will pass signals I Vand 2, as did the-first train, with the Ylamps4 or the G lamps,` respectively, ofsignals I and 2 lighted, butproceeding over the correspondingy anl approaching car `or` train forcontrolling switches 3, 4 and 5 in accordance with the route the carortrain is totake, as determined by the motormans operation of the caror train for passing signal I,

. In Fig. 6, circuits are shown for controlling the switchmagnets N, Rand L, which are shown also in Fig. 1, for switches 3, 4 and 5.

` Referring `now to Figs. LA` to '7Asignal V2,

shown in Fig. lA, comprises two groups of lamps 2A. and 2B instead ofonly one group as in-Fig,1. `Grreen lamp G `of signal I is for` traflicmoyewhereas lamp `G of group 2A of signal 2is `for the` auxiliarytralilcroute over switch 3 inoits `of the lower group 2B of signal 2 isfor the main `normal position and switch 4 reversed. Lamp G `trailic`route over switches 3 and 4 inthe normal position, and yellow lamp Y ofthelower group. 2B

`of signal 2 is for the auxiliary route `over switches 3` and 5reversed.

, Two additional relays IGRPRand IYRPR are shown in Fig. 1A, controlledby contact segments 2I and 22, respectively, of device M. Relays IGPR`and IYPR are here controlled by segments `IS and, 20, respectively, asin Fig- `1, but are controllel'l` differently by other means. 1 i l Y`Ground levers, designated by the reference characters 3V, 4V and 5V,are shown in Fig.` 1A for `controlling the switches locally if desired.

,The `main differences between the Figs. `2A to 7A, inclusive, and Figs.2te 6, inclusive, are that: In Fig. 3A, two additional relays ATER andM'IER are provided, and relays ATE and MTE are controlled by theadditional relays through circuits otherwise similar to the circuits in3;`con,'t`acts of the ground levers 3V, 4V and 5V` are used in thecircuits shown in Figs'. 4A and 6A; and Fig. '7A shows the control of anadditional relay ZPBSR. The purpose of relay ZPBSR is `and IRTE forcontrolling relays IGPR, IYPR,

`IG'RPR and IYRPR. Fig. 2Aa shows a modification of the arrangementshown in Fig. 2A, ne-

l cessitated by the changes shown in Fig. lAa from thearrangement shownin Fig. 1A.

Having described, in general, the arrangement and `operation of variousforms of apparatus embodying my invention, I shall now trace in detailthe operation oi the apparatus.

As shown in the drawings, all parts ofthe apparatus are in the normalcondition, that is, the various track sections are unoccupied, and hencethe track relays and relay ITPR are ener,-

1" gized; the switches are in a first or normal position; the signalsshown in Figs. 1, 1a, and lAa are unlighted, whereas in Fig. 1A the Glamp of signal I is lighted and the `R lamps of signal 2y are` lighted;devices M are deenergized; `relays EHR and IHR are energized; switchindication relays` BWPR, IIWPR and SWPR are energized in the normaldirection; all other relays and `the switch magnets are deenergized; andall levers and push buttons are in their normal positions. 1 `I shallrst trace the operation of the form of apparatus shownin Figs. l` to 6,`inclusive.`

With circuit` controller RLof switch 3 in the normal position, controlwinding 23 of switch indication relay `SWPR is energized in the `normaldirection; local `winding 240i this relay is constantly `connected toterminals `BX and CX, and is `therefore .constantly energized; and hencethe polar contacts" or relay 3WPRare closed in the normal position.Relays 4WPR and 5WPR are similarly energized.

With track relay ITR energized, the slow release repeater relay ITPR isIenergized by a circuit including lrontcontacty II` of track relay Asshown in` Fig. 4 of the drawings, relays `lil-IR. and. II-IR are'normally energized. Relay `GHR is energized by a` circuit passing fromterminal BX, lthrough contact 4WPR-25, contact vFiWPR 29 in multiple`with a branch path which includes series, and the circuit then passing'through `contacts 3R5RR-30 and. STR-43|, `and the winding of relay GHRto terminal CX. Relay 'IHR is energized by a circuit passing fromterminal BX, through `contact 5WPR-32, contact `fiWPlr't--Si inmultiplewith a paththrough contacts `ITRf-S and ASTE-34 in series, andthe circuit `then passing through contacts 3N4RR-3I and TTR- 3`I,'andthewinding of4 relay THR to terminal CX.

I shall assume that a car` enters the approach section AIT, and that`this car is to take the main route over switches 3 and 4 in the normalpositions, in which they are shown,` to section 6T. When the car enters`section AIT, device M becomes energized by a circuit passing fromlterminal BX, through contacts AITR-I4 and 2TH.-

I5, and rotor IB to terminal CX. .at` the same time, lamp G of signal Ibecomes lighted by a circuit passing from terminal BX through contactsMTR-I4, 2TR-I5, and ITPR-QI'I, fmger I8 and contact segment I9 of deviceM, front point of contact ITRf-BB,` and lamp G of signal I to terminalCX.

If the car occupies section AIT for a suicient periodoi timebeforefentering section IT, device M will move segment I9 out ofengagement with contactnger I8, and will move segment 22 into engagementwith linger I8; engagement with segment 22, red lamp R of sig- Withfinger I8 in` nal` I will become lighted by a circuit passing fromterminal BX, through contacts AITRF-M,

` ZTR-JE, and ITPRffI'I, iinger IB in engagement withsegment 22,contacts ITB-f4() and ETR-4I, and lamp R to terminal CX. As device M isoperated further, segment v22 leaves finger I8, and segment` 2l]vengages finger I8, causing a circuit to be completed for lighting lampY of signal I, this circuit passing from terminal BX, throughcontactsAITR-I4, 2TR--I5, and ITPR--I'L finger IB, segment 20, the frontpoint of contact ITR--42, and lamp Y of signal I to terminal CX. Asmechanism M is operated still further, segment 2i! leaves finger I8, andsegment 2 I' engages ngeryl, causing red lamp R to again become lightedby a circuit which is the same as the circuit previously traced for thislamp except that contact segment 2l instead of segment `22 now engagesIfinger I8.

Since I have assumed that the car is to take the main route overswitches 3 and 4 in the nori mal positions,` the motorman will move thecar past signall while signal I is displaying the green 75% indication.Relay TR will therefore becornede'- energized, thereby opening, at thefront point of contact ITB-38, the circuit for lamp G of signal i, andcompleting, at contact ITB- 40, a third circuit for lighting lamp R,this circuit passing `from terminal BX, through contact AIA'I'Ri--a backpoint of contact lTR-flll, contact 2TR-M, andl lamp R to terminal CX.

Relay lTR, upon becoming deenergzed, also completes a pick-up. circuitfor energizing relay EGPR, this circuit following the path previouslytraced for green lamp G of signal Il as far as segment I9 oi device M,and then passing through the back point of contact ITR38, and theWinding of relay IGPR to terminal CX. Relay IGPR, upon becomingenergized, completes its stick circuit passing from terminal BX, throughcontact VTR-lit', contact 44 of relay IGPR, andthe winding oi relay IGPRto terminal CX. The pick-up circuit for relay l GPR will be opened as fsoon as slow release relay lTPR has opened its contact lTPR-Il, butrelay IGPR will than remain energized *by its stick circuit.

Device M will be de'energized as soon as the car leaves section AIT,permitting contact AiTRe--Ili to open.

With relay lGPR energizedroute relay illNlNR, shown in Fig. 2, willbecome energized by a circuit passing from terminal BX, through contactsEHR-flitTR--KL EGFR- 48, the iront point of contact AiiTR-, and MTE-50,and the wind# ing of relay SNANR to terminal CX. Relay SNdNR, uponbecoming energized, will complete its stick circuit passing fromterminal BX,

contacts 38E- 58 and 3NNR-59, and the Wind--l ing of relay IiNSR toterminal CX` Switch magnet 3N, shown in Fig. 6, will now be` energizedby a circuit passing from terminal become and magnet 3N to terminal CX.Switch magnet fiN will also be energized by its circuit passing fromterminal BX, through contact iNSRn-SS, and magnet 3N to terminal CX.Since switches 3 and ll are already in their normal positions, theenergization `of ymagnets 3N and 4NV causes no change in the positionsof these switches.

Signal control relay EHR, shown in Fig. 4, will now 4be energized by acircuit passing from terminal BX, through contact SSR-64, lcontactsBWPR--B and WPR- each closed in the left-hand position, contacts3N4NR-63 and TTR-l2, and the winding of relay ZHR to terminal CX. Whenrelay 'ZI-IR becomes energized, lamp G of signal 2 Vbecomes lighted lbya circuit passing from terminal BX, through contact i'TR-l iront pointof contact ZHRf-M, contact GPR-i5, and lamp G of signal 2 to ter-A minalCX. f

When the car passes-signal 2, relay 2TR will deenergized', permittingits contact 2.'IR.-|Ei` to open the circuit previously 'traced for-device M, thereby perventing device M. from beiing energized by afollowing car entering section AITR whilev the rst car occupies. section2T. When relay ZTR 'becomes deenergized, its contact ZTRf-'IZ opens thecircuit traced for relay ZHR which then at the front point of itscontact 2BR-14, opens the circuit traced for lamp G. of signal Ewand, atthe back point of this contact completes a circuit for lighting lamp Rot signal 2, this circuit passing from terminal BX. through contact ITR.13, back -polnt of Contact 2BR-14, and lamp R to terminal CX. At thesame time,.contact ZTR-i'l opens in the pick-up circuits for the routerelays shown in Fig. 2, thus. preventing energization of the pick-upcir;

cuit for any ofv these relays as long asv thecaroccupies section 2T.RelayiTR, upon becoming deenergized., opens the pick-up circuitpreviously traced for relay SSR, but, through the back point of itscontact 2TR-54, closes a stick` `circuit for this relay, passing fromterminal BX,

through the back point oi contact 2TR54, contactV 5E of rela-y ESR, andthe winding oi relay 'SSR to terminal CX. Relay 3SR Will thereforeremain energized by itsY stick circuits While the car occupies section2T.

Relay 2TR, upon becoming deenergized, completes a fourth circuitfcrlightinglamp R of signal l, this circuit being the same as the thirdcircuit, previously traced, except including the back point of ContactETR- dl instead'of contact TRMMI. Relay 2TH, upon becoming deenergized,alsocompletes a circuit for lighting lamp G of signal V6, this circuitpassing from terminal BX, through Contact TR-JH, contact 3WPR-l8 closedin the leit-hand position, front point of contact SHR-Bil, and lamp G ofsignal 6 to tel minal, CX. Relay 2TR also, upon becoming deenergized,closes a second stick circuit for relay NfiilR, which is the saine asthe stick circuit previously traced for this relay except includingcontactfZTR-EZ instead of contact lTR-SL .When the car enters sectionAT, relay ASTR becomes deenergized, opening the pick-up circuitpreviously traced for relay `4NSR,but closing the lstickcircuit for thisrelay, passing from terniinal' BX, through the back point of contact.MTR-51, contact 6D of relay GNSR, and the winding of relay LiNSR toterminal CX. Deenerglzation of relay ABTR also closes a second circuitfory lighting'lanip G to signal 6, this circuit if v passing from`terminal BX, through contact ASTR-l front point of contact GHR-Bil, andlamp G of signal 6 to terminal CX. Deenergization" of relay ASTR alsocloses a circuit for energizing slow" pick-up relay MTE, but'if thecarenters section GT soon enough, this circuit will iberpened beforerelay MTE closes its front conac s.

I shall next assume that a iirst car goes into section ABT and thenstops to let a following car pass around it by means of the auxiliaryroute including switches 3 and `5` reversed. With the car occupyingsection AtT, the circuit is completed for energizing slow pick-up relayMTE,

this circuit passingv from terminal BX, through iii) `SltRR, upon`becoming energized, completes a circuit for energizing switch stick`relay SRSR,

shown in Fign5, this circuit passing from terminal` BX, through thefront point of contact B'lTR-,

contacts BSR-953, and 3R5RR-9 i, and the winding `of relay .'iRSR toterminal CX.

`With relay BRERR energized,` `a circuit will be completed for`energizing magnet 3R shown `in Fig. 6, this circuit `passing fromterminal BX, through contacts-sRf-Bl and'SRlRR-M, and magnet 3R toterminal CX.` At the same time, a Circuit willbe completedfor energizingmagnet 3L, this circuit passing from terminal BX through gized,causingwmagnet 3L to beenergized by a contact SRSRf-Iband magnet 5R toterminal second circuit including `contact SWPR-lll.

`Energization of relay `SRSR completes a cirl cuit for energizing magnet5R shown in Fig. 6,

this circuit `passing from terminal BX, through' CX. `At the sametime,-.magnet15L becomes energized by a circuit passing from terminalBX, through contact 5RSRI0|, contact 5WPR|03 closed inthe left-handposition, ,and magnet `5L to terminal CX. Switch 5 will therefore also`be operated toits reverse position, and indication relay 5WPR` willthen become energized in the reverse direction similarly torelay 3WPR,thus opening, at its contact,5WPR-I03, the circuit for magnet 5L.` l lWith relays SWPR and SWPR now energized in the reverse direction, asecond circuit will be completed for energizing relay `2I-IR, thiscircuit passing from terminal BX, through contact SSR-64, contact3WPR-65 `closed inthe right` hand position, contact `SWPR--l closed inthe right-hand position, contacts 3R5RR-69 and ETR-,$12,` and thewinding of relay 2I-lR toterminalCX. Greenlamp Gof signal 2 will.therefore become lighted as soon as a second car enters `section IT,the circuit for lighting lamp G being relay EHR which then becomesdeenergized.`

f With relay `ZHR deenergized, a third car would cause the red lamp ofsignal 2 to be its circuit` previously traced. l

l lighted by With relay EWPR energized in the reverse ydi-` rection, thecircuits previously traced for energizing relay 'IHR are open; atContact 5WPR-32, and hence, upon the deenergization of relay 2TR,

alcircuit is completed for lighting lamp `Rbot signal latins] circuit`passing from terminal` BX,`

through contact ZTR-l-"Hfcontact 3WPR-"I8 closed in therighthandlposition,` back point of contact IHR- IDL and lamp fR of signal 'Ito terminalCX.

When the second car enters `section B'IT, relay BTTR becomesdeenergized, thereby opening the pick-up circuit traced for relay ERSR,but completing astick circuit for this relay, passing from terminal BX,through the back point of contact B'lTR-Bmcontact 93 of relay SRSR, andthe winding of relay ERSR to terminal CX. Upon the deenergization ofrelay B1'IR,'a second circuit is` completed; for lighting lamp R ofsignal l, `this `circuit passing Vfrom terminal BX, through contactB'lTR'-|5, back point of contact 1I1R l'l, and lamp R of signal 'l toterminal CX.

` `I shall now assumethat al1 parts of the apparatus have been againreturned to thef normal conditions shown in the drawings, and that a cararriving` onlsectionfAlT is to takethe second main route `over switch 3reversed and switch y5 in its normal position. The motorman willtherefore move this car into section l while lamp Y oflsignal lis`lighted. Relay IYPR will therefore become energized by a circuitwhich is the same as the circuit previously traced for lamp l Y `ofsignal l asI far` as contact segment 20 of device M, and thence passingthrough the back.`

point of` contact l'I'R,"-ll2,` and the winding of relay IYPR toterminal CX. `Relay IYPR will then complete its stickcircuit, passingfrom terminal BX, through contact I Tft-A3, contact 45 of relay IYPR,and the winding of relay `IYPRl to terminal CX.

With `relay IYPR energized, a circuitwill be completed `for energizingroute relay 3R5NR, this circuit passing from terminal BX, throughcontacts 2HE-46, Z'I'RF-M and IYPR-l08, front point of contactBlTR-`|09, contact ATEL-H0, and the winding of relaySRENR to terminalCX. This relayfupon becomingenergized, completes `its stick circuitpassing from terminal BX,

through contactv lTR-Shfcontact III of relay 3R5NR, andthe winding `ofrelay 3R5NR to terminal CX. t As previously described, relay SSR, shownin Fig. 5,'becomes `energized when the car enters section IT. A circuitwill now be complete for energizing switch stick relay SNSR, thiscircuit passingfrom terminalBX, through the front point of ContactB'I'IR--89,` contacts SSR- .lill` and 3R5NR-||2, and the winding ofrelay ENSR to terminal CX. 1

With relay 3R5NR energized, a second circuit will be 1 completed forenergizing magnet 3R, which is the sameyas the circuit previously tracedexcept that it includes contact 3R5NR-Il4 instead `of contact 3R5RR-94.Magnet 3L `will also be energized by a thirdcircuit which is the same asthe rst circuit previously traced for this magnet except includingcontact 3R5NR-96 instead of contact 3R5RR-95. `Switch 3 will thereforebe operated to the reverse position, causing relay SWPR to be energizedin the reverse di-` rection. AMagnet 5N will now be energized by acircuit passing; from terminal BX, through the` front point; of.,contact 5NSR-|02, and magnet 5N to terminal CX.` Switch 5 willthereforeremain in the normal position. l

With switch 3 inthe reverse position and switch 5 in the normal`position, althird circuit will be completed for` energizing relay `ZHR,`this circuit passing from` terminal BX, through contact 3SR-4,contact3WPR65 closed in the righthancl position, contact 5WPRf-61 closed in`the left-hand4 position, contacts` 3R5NR-10g and ETR-11:2, andthewinding vo relay .2l-IR to rterminalCX. `With .the car yoccupyingsection IT, lamp Y of signal 2 will then become lighted by a circuitpassing from terminal BX, through contact 1TB-J3, front :point ofcontact 2BR- 14, contact `IYPR-"Iii, and lamp Y to terminal CX. rWhenthe car Aenters section 2T, lamp Y of signal --'I will become lighted bya circuit passing from terminal through contact ZTR-I'I, contact BWPR-IBclosed in the right hand position, iront point of `contact 'IHR-401, andlain-p .of signal 1 to terminal CX.

When the car ente-rs section BIT, a second circuit -will be completedfor lighting lamp Y of signal "l, :passing fiom terminal BX, throughcontact BII'R-I ll5 front point of contact 'I'HR- lill, and ylamp Y ,ofsignal 'I to terminal CX. If the car should stay long enough in sectionBTT, a `second ,auxiliary route, including ,switch 3 in its normalposition and switch Il in its reverse position, would -be arrangedsimilarly tothe manner in -which theauxiliary route, including switch 3reversed -a-nd switch 5 reversed, becomes arranged as previouslydescribed when a car occupies section AST a given measuredperiod oftime.

`When 'the car enters section A'lT, a third circuit will ybe completedfor lighting lamp Y of signal l, which is the same as the second circuitpreviously traced for lighting thisvlainpexcept that it includes ContactA'ITR-Ill instead of contact B'ITR-:Iil A 4stick circuit will now alsobe completed for relay 5NSR, passing from terminal BX, through contactAlTR--QZ, contact I I3 of relay .5NSR, and the windingof relay BNSR toterminal CX. l

As previously pointed out, route relays lGPR' and. YPR 4may becontrolled manually by means ci vpush button circuit controllers as.shown in Fig. la, Aorlbyrneans of a lever or switch as shown in Fig.laa, instead of by the timing device M and the `movement of lthe carinto section IT as in Fig. 1. f

If, with the Yapparatus shown in Fig. la, a car vis to move over themain route, including switches 3 andll yin their normal positions, orover the associated auxiliary route, including switches 3 and 5infthereverse positions, a leverfman or trainman will rdepress the Ipushbutton -circuit controller lzG, thereby completing a ypick-up circuitfor relay IGPR, passing from terminal BX, through conn tacts AlTR-Il andIG, lconductor II'I, Contact IIE of relay-IYPR, winding of relay IGPR,`and circuit controller lGY to terminal CX. Relay lGPR, upon becomingenergized, completes its stick circuit passing `from terminal BX,through contact AITRHIIS, conductor IIt, contact |22 or relay IGPR,winding of relay IGPR, and circuit '.controller '.IGY to terminal CX. Itwill be noted .that relay VIGPR doesnot become energized by the closingof circuit .controller vIG until a car 4has :arrived in' section AIT,causing Contact AITR-I I5 to become closed due to the deenergization ofrelay AITR.`

Withrelay AITR deenergized and relay IGFR energized, a circuit will becompleted for lighting lamp G of signal I as shown in Fig. la., thiscil? cuit :passing from terminal BX, through contact AITR-229, frontpoint of contact IGPR-Z,

` shown in Fig. la, a car is to go over the second main route withswitch-3 reversed and switch 5 in the normal position, a levermanfortrainman will depress `circuit controller IY, completing a circuit forenergizing relay VIYPR, passing from terminal BX, through contactAITR-Il, circuit controller IY, conductor IIQ, contact I2Il of relayIGPR, winding of relay IYPR, and circuit controller IGY to terminal CX.`vRelay IYPR, upon becoming energized, completes its stick circuit,passing from .terminal BX, through contact AITR-I I5, conductor .I I6,contact I2I of relay IYPR, Winding of relay IYPR, and circuit controllerIGY to vterminal CX. The yellow lamp of signal I will then be lighted'loy a circuit passing from terminal BX, through `contact MTR-223, backpoint of contact IGPR--ZBIL` .thereby opening the stick circuit forrelay IYPR or relay IGPR, whichever is energized.

- If, instead of push button circuit controllers IG andIY shown in Fig.la, a lever or switch IV as shown in Fig. laa is used, a trainman orleverman, i-n order to complete ythe pick-11p lcircuit for .relay IGPRbetween contactAITR--I I5 land conductor I I'I, will move lever IV tothe left, closing contact I23 lin its left-hand position, or in order to'complete .the pick-up circuit for relay IYPR between contact, AITRf-II5 .and conductor I I 9,

the leverman or trainman will move lever iV -tov the right, closingcontact |23 of lever IV in. the right-,hand position.` The res't of theapparatus will .then operate as described in connection with Fig. :1a.

I shall now describe the operation of the form of apparatus shown inFigs. 1A to 7A, inclusive.

.Switch indication relays SWPR, 4WPR and SWPR, and signal control relaysGHR and 'IHR are here normally energized similarly to the mannerdescribed for Figs. 1 to 6, inclusive.

With ,timing device M in the position shown in Fig. 1A, lamp G of signalI is lighted by a circuit passing from terminal BX, through contactfinger I8 and segment I9 of device M, and lamp G of signal I to terminalCX. Lamp R of the upper group 2A of signal 2 is lighted by a ycircuitpassing from terminal BX, through the back point of contact EHR-|24, andlamp R of group 2A to terminal CX.` Lamp R ofy group 2B'of signal 2 isalso lighted by a circuit passing from terminal BX, through the backpoint of contact 2HRf-I26, and lamp R of group 2B to terminal CX.

The circuit by which `relay EHR is energized passes from terminal BX,through' contact EaWPRfI 29 lin multiple with contact AITR-I28, and thenpassing through contacts RRR--ISU and ETR-43h and the winding of relay{SI-IR to terminal CX. The circuit by which relay IHR is energizedpasses `from terminal BX, through Contact IlWPR-IBS in multiple withcontact ,MTR-432, andthen passing through contacts 3N4RR-l3ll andyTTR-|35, `and the winding of relay 'II-IR to terminal CX.

I shall assume that a. car enters section AIT, and that this car is toproceed over the second main route, including switch 3 reversed andswitch 5 in its normal position, to section 1T.

With `the car .occupying section AIT, device M l nal BX,

will be operated bya circuit passing from termithrough contacts MTR-I4and I 'I'Rf-IBS, anddevice M to terminalCX. l

Device M will therefore rotate segments I9, 2|), Zland 22 so thatafterva `brief period of time, segment III will move out of l engagementwith nger I8 and segment 22 will come into engagementwith nger IR,completinga circuit for relay IYRPR. With relay IYRPR thus energized,lampR of signal I will be lighted by a circuit passing from terminal BX,through contact |39 of relay IYRPR,\and lamp R to terminal CX. Asdei/ice M rotates still further, segment 22 will leave finger I8 andsegment 20 Willthen lcome into engagement with contact nger I8,completing a circuit for lighting lamp Y of signal I, passing fromterminal BX, through `contact iinger I8, segment 20, back point ofcontact 2PBSR--I3B,

`and lamp `Y to terminal CX. #As device M ro* tates `still further,segment 20 wil-l leave iinger I8 and seg-ment 2l will come intoengagement with `finger I 8, completing a `'circuit for relay IGRPR.Relay IGRPR, upon 4resorting ener- 25 gized, completes a circuit foragain lighting lamp R of signal I, this circuit passing `from termin-alBX, through contact |31 of relay IGRPR, *and lamp R to terminal CX.``Asdevice M rotates still further, segment I9` again engages iinger I8,and the cycle of operations `just described is repeated.

Since the car is to `proceed over the `second main route with switchreversed and switch 5 `in the normal position, `the motorman will movehis car past signal I while lamp Y of signal I` is lighted. The car,`upon entering section IT,

causes relay ITR to become deenergized, which permits its contactI'IR-IBG to open, and thereby stop the operation of` device M.

`Since the car hasentered section IT while lamp Y of signal I islighted, contact nger IB is `engaging segment'll, and hence a circuitisynow completed for energizing relay IYPR, this circuit passing fromterminal BX, through finger I8,

segment 20, conductor |40, back point of contact MI of relay "IYRPR,Contact |42 of relay IGPR, contact ITR`I43, and winding `of relay IYPRto terminal CX. With relay I YPR energized, a circuit is: completed forenergizing relay 3R5NR,` ,shown in Fig. 2A, this circuit passing `fromterminal BX, through` contacts 2TR-I44` and QYPRMS, front point ofcontact Arma-|46, contacts ATEL-141, `A'I'El'xf--I/t, 3N4RRf-I5ILSNIINRf-ISI, and the winding of relay 3R5NR to terminal CX. With` relay3R5NR energized.

switch ustick relay 5NSR,lshown in Fig. 5A,-will become energized by a`circuit passing from ter` minalBX, through the front point `of contactATTE-m3, contact 3R5NR-'I54Qand the winding of relay ENSR to terminalCX. l

Switch magnet 3R, shown in Fig. 6A,will`be energized by a circuitpassing from terminaIBX; through contacts 3V- ISB and 3R5NR-I5'I, and

magnet 3R to terminalCX. At the same time, magnet iLwill be energized bya circuit passing from terminal BX, throughcontacts liv-|56 and3R5NRf-I5L contact SWPR-IEB closed in the left-hand position, andmagnet` 3L to terminal CX. Switch 3 will therefore be operated tothereverse position, causing relay BWPR to become energized in the reversedirection. With relay ENSRenergized, switch magnet 5N will` be energizedby a circuit passing from terminal BX, through contactsV-IGU andENSR-IBI, and magnet 5N to terminal CX. l

Signal control relay ZHR will now `be energized by a circuit passingfrom terminal BX, through contact 3V-I62, Contact 3WPR`II53 closed inythe right-hand position, contact 5V-I6II, contact 5WPR-X-I65 closed inthe left-hand position, contacts 5NSR--IG6, BRENRA-Itl and 2'IR--I'I2,andthe winding of `relay ZHR to terminal CX. With `relay 2HR` energized,lamp Y of upper group 2A of signal 2 will be lighted by a circuitpassing from terminal BX, through the front point of contact` 2HR`-IZ4,front point ofcontact `IYPlt-IZS, contact `3R5Nl'f-II3, and lamp Y of`group 2A to terminal CX. Also, with relay 2HLRl from terminal BX,`through contact ETR-|14, V

contact LIWPRf-I'I` closed in the right-hand position, contact5WPRf--I'I"I, the front point of contact 'IHRf-,-I'I8, and lamp Y oisignal 'I to terminal CX.

When the car enters section A'IT, a second, circuit for lightinglamp Yof signal l will be closed, passing froml `terminal` BX, `throughcontacts AT'IR-I-I'I and 5WPR-I'I'I, front point of conn tact` 7HR-I"I,"and lamp Y of si`gr1a1"l` to tel'- minalV CX. f l When thecar leavessection 2T,ythe second* stick` circuit traced for relay SRENR is openedat contact *TFR/ 233, causing relay SRSNR to be come deenergized`because its :tirststick circuit is already open at contact 2HE-232 andits pick-up circuit is` open at the front point ci contact A'ITR-Ill. l

1 shall assume that all parts of the apparatus lare again in the normalcondition, and that a car `againenters the second `main route but stopsin section A'IT. With the` car in section` A1T,` a

`circuit is completed forenergizing relay ATER, shownV in Fig. 3A, this`circuit,passing from terminal BX, through contacts 'ITRf-IIB andA'ITR--IIL and the winding of relay ATER to terminal CX. Upon theenergization of -relay`y ATER, a circuit is completed for energizingslow` pick-up relay ATE,` which is the same as the cir` cuit` traced`for relay A'IZERas far as contact A'ITPV-Ilm and then passing throughcontact IBI of relay ATER, and the winding of `relay ATE to terminal CX.l V l Relay ATE will thenopenits back contacta, and, upon the lapse of ameasured period of time,` willclose its iront contacts,`oausing acircuitto "be completed for the auxiliary route relay 3N4RR when afollowing `car energizes relay IYPR, this circuitpassing from terminalBX, through contacts ZTRf-I 44 and IYPR I tback point of contactATTE-IMIS, contacts ATE-,m2, Atm-|83,

and 2PBSR--I 88, land the winding of relay 3N4RR to.I terminal CX. With,relay` BNARR energized, the stick relay IIRSR shown inFig. 5A willbe-`come energized by its pick-up circuitnpassing from terminal BX, throughthe `front point of Contact ABTR-ISIL contact iNdRR--ISL and the windingof relay RSR to terminal CX. o Magnet 3N, shown in Fig. 6A, will now beener*` ",gized,` bya circuit passing from terminal BX,

throughcontacts 3V-I56 and 3N4RR-I93, and

magnet '3N to terminal CX. Magnet 3L is now energized by a circuitpassing from terminal BX, through contacts Sli-E56 and 3NRR-Ill3,contact RWPR-I t closed inthe right hand position, and magnet 3L toterminal CX; With magnets 3N and 3L energized, switch 3 will be operatedto the normal position, With relay ARSR energized,` magnet dR will beenergized by a circuit passing from terminal BX, through contacts minalCX. At ythe sainev time, magnet L willv be energized by a circuitpassing from terminal BX, through contacts lV-l M and tRSR--I 95,contact WFM-i381 closed in the lefthand position, and

"1 magnet @L tc terminal CX. With magnets 4R and EL energized, switchllwill be operated by f its mechanism to'. the reverse position, andrelay minal CX.

WPR will then become energized in the reverse direction.'

Relay 2li-IR will now become energized by a circuit passing fromterminal BX, through contact EV-ISQ, contact WPR-Il closed in the normalposition. to the left, Contact lV-|58, contact `llWPRl69 closed in thereverse position to the right, contacts RSR-lll), SNllRReil'I and ZTR-VIZ, and they Winding of relay ZI-IR to terminal CX. With relay EHRenergized, lamp G of the upper group 2A of signal 2 will now becomelighted by a circuit passing from terminal BX, through the front pointof contact 2HR.-I2, front point of contact IYPR-i25, contact 3N4RR-I98,and lamp G of group. 2A to ter- I shall next assume that all parts ofthe ap paratus are again returned to the normal condition. and that acar moving over the second main traiic route stops in section AlT, andthat it is desired to let a second car follow this car-into lamp R ofsignal l.

section A'IT so that a third car can run around both the first andsecond cars over switch 3 in the normal position and switch 4 in thereverse positie-nto section TIT. Therefore, after the rst car hasentered section AIT and the second car rhas entered sectionv IT, atrainman vor leverman will depress push button 2PB, causing a pick-upcircuit to be completed for relay EPBSR shown in Fig. 7A. Relay ZPBSRwill be retained in the` energized position, as long as the vsecond .caris in section IT, by a circuit passing from terminal BX, through contactITR--IML Contact '20B' of relay ZPBSR, and the winding of relay EPCBSR lto terminal CX.

Whenrelay ZPBSR becomes energized, it opens the circuit for lamp Y ofsignal I at the back point of contact EPBSR--I38, and, at the frontpoint of this contact, closes a third circuit for Relay ZPBSR, uponbecoming energized, also opens the circuits for` relay NARR at itscontact 2PBSR--I83, thus preventing relay ENtRR from being energizedduel to occupancy of section A'lT by the irst car. With relay 2PBSRenergized, a second circuit will be completed for energizing relay RNR,this circuit passing from terminal BX, through contact ETR-IM; contactIYPR-Ill, back point of contact A'ITR-Iddcontact ZPBS-R-JML contacts"NlRR-#Ill and 3N4NR-I5I, andthe winding of relay 3R5NR to terminal CX.'I'he route will therefore be arranged for the second car, as previouslydescribed for the rst car, to proceed'into section A'IT.

When the second car leaves section IT, relay ITR will ibecome energized,thereby opening the stick circuit for relay ZP'BSR and causing thisauxiliary route, including switch 3 in the normal position and switch 4in the reverse position, will now be arranged, as previously described,for the third car.

Aspreviously stated, ground lever 3V, 6V and operating each of theseswitches individually, if desired. As anexample ci the operation of theswitches under control of one of these ground levers, I shall assumethat switch 3 is to be thus operated to its reverse position. A trainmanor other operator will therefore'move lever 3V to the reverse position,opening its` normally vclosed contact 3V--I56 Vin the circuits for `theswitch magnets, but closing its Contact 3V-228 and thereby completing acircuit for magnet 3R shown in Fig. 6A, this circuit passing fromterminal BX, through contact 3V-228, and magnet 3R to terminal C'X. AttheY same time, magnet 3L will be energized by a circuit passing fromterminal BX, through Contact 3V-228, contact SWPRf--I 58 closed in theleft-hand position, andy magnet 3L to terminal CX. With magnets 3R 5V,shown in Fig. 1A, arefor the purpose of Y and 3L energized, themechanism ofA switch 3 will move this switch to the rreverse position.

With the apparatus of Fig. 1A 4modified as shown in Fig. lAa, a car,upon entering section AIT, completesa circuit for energizing relay IYTE.passing from terminal BX, through contacts AITR-ZDL ITE-282, IRTEFZUB,IYPR- 2M, iGPR--205, back point of contact IYRPR- 20S, and the windingof `.relay IYTE to terminal CX. `vUpon the lapse of a measured period oftime, characteristic of relay IYTEl, this relay Contact 269 of relayIYPR, contact ZIIl of relay IGPR, and winding of relay IYPR to terminalCX. `With relay IYPR thus energized While `a car occupies section AIT,lamp Y of signal I will be lighted as shown in Fig. lAa, by a circuitpassing from terminal BX, through contact ITR-ZILl front point ofcontact'IYPR-VZIZ,-

back point of contact 2PBSR-2I3, and lamp Y of signal I to terminal CX.Relay IYPR, upon becoming energized, opens the circuit for relay IYTlilat Contact IYPR--2IM- A circuit is then completed for energizingv relayIRTE, this circuit AITRf-ZDI, I'I'R-Zllz, yIYPR-ZEM and WTE 2I5, and thewinding of relay IRTE to terminal CX. Relay IRTE, having a slow pick-upcharacteristic, does not at once close its Vfront conn tact ZIE, If avcar passes signal l, opening con- -tact `|"I'R--2Il2 in the circuit foryrelay IRTE before contact ZIE of relay IRTE closes, relay IYPR willremain energized.

If another car subsequently enters section AIT, lamp Y will becomelighted at once on account ofr relay IYPR being still energized by thestick' circuit previously traced. Upon the lapse of a given'periodoftime determined by its slow pickup characteristics, relay IRTE will nowIpick up.

passing from terminal BX, through contacts A circuit will then becompleted for energizing relay IYPR, this circuit passing from terminalBX, through contact 2I6 of relay IRTE, back point of contact lGPR-2I-9,and the winding of relay IYRPR to terminal CX. Relay IYRPR, upon.becoming energized, opens, at its contact iYRPR-208, the stick circuitfor relay IYPR,

causing relay IYPR to become deenergized. A stick circuit for relayIYRPR will then be completed, passing from terminal BX, `through contactIYPR-ZI'L contact 2I8 of relay IYRPR, backpoint of contact IGPR-2I9, andthe winding of relay IYRPR to terminal CX.`

With relay IYPR deenergized, lamp R of signal Iwill become lighted by acircuit passing from terminal BX, through,` contact MTR-,2| I, backpoint of contact IYPR--2I2, back point of contact IGPR.-224, and `lamp Rto terminal CX. With relay IYRPR energized, `a circuit will be completedlfor energizing relay IG'I'E,` this circuit following the same path asthat previously traced for relay IYTE i as far as contact lGPR-25, andthen passing through thefront point `of contact IYRPR-206, and thewinding ofrelay l GTE to terminal CX. Upon the `lapse fof a measuredperiod of time, relay IGTE will close its front contact 220, completinga pick-up circuit for relay IGPR, passing from terminal i BX,` `throughcontact 220, contact 223 of relay IYPR, and the winding of relay IGPR toterminal CX.

With relay I GPR thus energized, lamp G of signal I will be lighted by acircuit passing from terminal BX, through contact AITRf-ZI I, back pointof contact IYPR--2I2, front point of contact IGPR-224, andlamp G ofsignal I to terminal CX. Relay `IGPR, upon becoming ener-- gized, opensits contact IGPR-ZUE in the circuit forrelay I GTE, causing relay IGTEto become deenergized, and also open its contact IGPR-Z I 9 at the backpoint, deenergizing relay IYRPR.` A

second circuit will now be completed for enerl gizing relay IRTE, whichis the same as the circuit previously traced for this relay except thatit includes contacts IGPR--234 and IGTE-u-235 instead of `contactsIYPR-2III and IYTE-2I5. If a train passes signal I now, the circuit forrelay IRTE will be opened, thus preventing contact 2I6 of relay IRTEfrom closing. Relay IGPR will therefore stay energized by its stickcircuit. i

The apparatus shown in Fig. 2Aa diiers from that shown in Fig. 2A onlyby having contact IGRPR-ZZ'I connected in multiple with` contactIGPR-226, and in having contact IYRPR-225 connected in multiple withcontact IYPR-I45.

I have described, for a few typical trafIic movements, the operation ofthe apparatus shown in the accompanying drawings embodying my invention.From those descriptions of operation and from thepreceding generaldescription, operation of` each of the various forms of apparatus forevery other possible 4trailic movement will be readily understood byreference to the drawings.

i From the foregoing description and the accompanying drawings, itfollows that in apparatus embodying my invention, I provide meanscontrolled by railway trailic or by manually operable apparatus forarranging `a plurality of main trailic routes, and provide meansresponsive to occupancy of each main traffic route by a car or train fora predetermined or measured time period for arranging a correspondingauxiliary trame route. I'he means controlled by traflic for arrangingthe main route may employ a tim- `ing device M, as shown in Figs. 1 and1A, or a paratus embodying my invention, it is understood that variouschanges and modications may be made therein within the scope of theappended claims without departing from the spirit and scope of myinvention.

Having thus described my invention, what I claim is: l

`1. In combination,` a main railway route, an auxiliary railway route, atrack switch having a first position for directing traffic movementsover said main route and having a second position for directing traicmovements over said auxiliary route, manually operable means foreffecting operation of said switch to said rst position, and meansresponsive to the presence of a train on said main route on the trailingside of said switch fora measured period of time for effecting operationof said switch to said second position. i

2. In combination, a main railway track, an auxiliary railway track, atrack switch which in its normal position directs traffic movementsalongsaid main track and which in its reverse position directs trafficmovementsto said auxiliary1 track, means for effecting operation of saidswitch to its normal position, and means responsive tothe presenceof arst train on said main trackfon the trailing side of said switch jointlywith the presence of a second train on said main track in the oppositedirection from said switch for effecting operation of said switch to itsreverseposition.

3. In` combination, a main railway track, an`

auxiliary railway track, a track switch which in its normal position`directs traic movements along saidmain track and which in its reverseposition directs traffic movements to said auxiliary track, meanscontrolled by a train on the facing sideof said switch for effectingoperation of said switch to its normal position, and means responsive tothe presence of a train on said main track on the trailing side ofsaidswitch for selectively controlling said switch to occupy the normalor the reverse position in response to a second train on the facing sideof said switch.

4. In combination, a main railway track, an auxiliary railway track, atrack switch which in its normal `position directs trailic movementsalong said main track and which in its reverse positionidirects trailicmovements to saidv auxiliary track, means for effecting operation ofsaid switch to its normal position, means responsive to the presence ofa train on said main track on the `trailing side of said switch foreffecting operation of said switch to its reverse position, and manuallycontrollable means for cancelling such Veffect of the presence of atrain on said main track on the trailing side of said switch.

5. In combination, a stretch of railway track, a signal capable ofdisplaying a plurality of indications for directing traflic movement onsaid track, a plurality of time element relays, means controlled bytraflic conditionson said track to the reariof said signal forsuccessively energizing said time element relays, and means controlledby said time element relays when thus energized for controlling saidsignal to display said indications successively. i

u 6. In combination, a track layout for providing a pluralityof main andauxiliary trac routes beginning ata common route end, a manuallycontrollable contactfor each of said main routes, means controlled `by atrain at said common routel end in cooperation with each of saidmanually controllable contacts for arranging a corresponding maintrafiic route, and means controlled by a train occupying each main traicroute on the trailing side ofsaid common route end for arranging acorresponding auxiliary traiiic route.

7. In combination, a track layout for providing a plurality of main andauxiliary traffic routes having a common route end including a trackswitch, a route relay for each of said traliic routes, manuallycontrollable means for each main traffic route cooperating with a trainon the facing side of said switch forenergizing the corresponding routerelay, means for each main trafc route responsive to a train on the samemain traflic route on the trailing side of said switch for energizing aroute relay for a corresponding auxiliary traic route, and meanscontrolled by each route relay in the energized condition for arrangingthe corresponding main or auxiliary traiiic route.

8. In combination, a track layout for providing a plurality of main andauxiliary trafc routes, a track switch common to said main and:auxiliary trai-Tic routes, means for arranging each of said maintrailic routes, and means effective when eachv main traffic route isoccupied for a measured period of time on the trailing side of saidswitch for arranging a corresponding auxiliary traffic route.

9. In combination, a railway track switch, a main traic route and anauxiliary traffl'croute including said switch in its normal and reversepositions respectively, means responsive to the presence of a train onthe facing side of said switch for arranging said main traflic route,and means controlled by traffic conditions on said main tramo route forarranging said auxiliary `,traffic route when said main traic route isoccupied on the trailing side of said switch for a measured period oftime. Y

l0. In combination, a railway track switch, a main traic route and anauxiliary traffic route including said switch in its first and secondextreme positions respectively, means for directing traflic movementsover said main traiiic route, and means responsive to traflic conditionson said main traflic route when said main traffic route is occupied onthe trailing side of said switch for a measured period of time fordirecting traffic movements over said auxiliary traine route.

il.. In combination, a main railway track, an auxiliary railway track, atrack switch interconnecting said main and auxiliary tracks, means foreffecting operation of said switch to one of its extreme positions forarranging a main railway trailic route over said main track, and meansset into operation by a car or train on said main track on the trailingside of said switch in cooperation with manually controllable means anda car or train on said main track on the facing` side of said switch foreffecting operation of said switch to its other extreme position forforming an auxiliary trafc route including said auxiliary track.

l2. In combination, a main railway track, an auxiliary railway track, atrack switch interconnecting said main and 'auxiliary tracks, means ioreffecting operation of said switch to one of its extreme positions forarranging a main railway traflic route over said main track, and

.time element means set into operation by a car or train on said maintrack on the trailing side of said switch for cooperating with othercontrol means upon the lapse of a measured period of time for effectingoperation of said switch toits other extreme position for forming anauxiliary traflic route including said auxiliary track.

13. In combination, a main railway track, an auxiliary railway track, atrack switch interconnecting said main and auxiliary tracks, a signalcapable of displaying a first-or a second indication for directing traicmovements on said main track toward said switch, means for controllingsaid signal to display said first and second indications' alternately, arst and a second stick relay, means controlled by a car or train passingsaid signal in the direction of traicmovements governed by saidy signalfor energizing said first or said second stick relay according as saidcar or train passes said signal while saidv signal is displaying saidrst or said second indication respectively, trafc controlled means-forretaining each of said stick relays in the energized condition while acar or train ocoperation by a car or train. occupying a given portion ofsaid stretch of track. on the trailing side of said switch after movingover said switch in said liirst position for operating said switch toits second position after the lapse of a measured period of time.

- 15. In combination, a rst railway route, a second railway route, atrack switch having a rstposition for directing tralio movements oversaid iirst route `and having a second position Afor directing traflicmovements oversaid l second route, means for eiecting operations of saidswitch to itsrst and second positions, other means responsive to thepresence of a train on said first route on the trailing side of saidswitch for effecting operation of said switch toits second position` andother means responsive to the presence oiv atrain on said second routeon the trailing sidev of said switch for effecting operation of saidswitch to its rst position.

16. In combination, a rst railway route, a 'I second railway route, aAtrack switch having a rst position for directing traflic movements oversaid rst route and having a second position for directing traicmovements over said second route, vmanually controllable means foreffecting operation of said switch toits iirst and second positions,means responsive to the presence of a train on said rst route on thetrailing side of said switch for effecting operation of said switch foreffecting operation of said switch to its second position, and meansresponsive to the presence of a train on said second route on thetrailing side of said switch for effecting operations of said switch foreffecting operation of said switch to its rst position,-

17. In combination, Aa first railway route, a

tion.

' 18. In combination, a main railway track, an

trailing side of said switch for effecting operation of said switch toits second position, and means responsive to the presence of a train onsaid sec- `ond route on the trailing side of said switch for` effectingoperation of said switch to its first posiauxiliary `track connectedwith said` main track at one point, a switch for connecting theauxiliary track with the main track at another point,

means for eiecting operation of said switch to a iirst extreme positionfor arranging a main traffic route over said main track, and meansresponsive to the presence of a train on said main track between saidone point and `said switch after the lapse of `a measured period of timefor effecting operation oi said switch to its other extreme l positionfor arranging a run-around tralic route for said main track includingsaid auxiliary track. 19. In combination, a main railway track, an

auxiliary track connected with said main track at one point, a switchfor connecting-the auxiliary track with the main track at another point,means responsive to the presence of a train on said main `track on thefacing side of said switch for effecting operation of `said switch to a`first extreme position for arranging a main trafiic route over saidmain track, and means responsive 20. In combination, a main railwaytrack, an

auxiliary track connected with said main track at one point, a switchfor connecting the auxiliary track with the main track at another point,means for effecting operation of said switch to a route over said maintrack, means responsiveto the presence of acar or train on said maintrack between said one point and said switch jointly with manuallycontrollable means for effecting operation of said switch to its irstextreme position to permit a second car or train to occupy said maintrack between said one point `and said switch contemporaneously withsaid rst train, and means responsive to the presence of said rst andsecond cars or trains on said main track between said one point and saidl iirst extreme position for arranging a main traiiic switch foreffecting operation of said switch for l arranging a run-around traiiicroute for said main track including said auxiliary track.

HAROLD L. LUDWIG.

CERTIFICATE OF' CORRECTION. Patent No. 23205916. June ll, 19LO. HAROLDL. LUDWIG It is hereby certifiel that error appears in the printedspecifieation yof the above llumheredV patent requiring correction asfollows: Page 9, seo- Iend column; line 6l, claim 5, for the word"movement" read -movements;

pagelO, second column, lines 60 and 6b.," olaiml, strike out "foreffecting operation of l said switch";A i line` 65, same claim, foroperations" read operation`-g and that the said Letters Patent should beread with this correction therein that the same may conformvto therecordof the case in the `1=atent office.

signed and sealed this 50th day of July, A. D. 191m Henry lVan Arsdale(Seal) I Acting Commissioner of' Patents.

